Upper cylinder lubricator



Jan. 23, 1940.

C. A. CARPENTER UPPER CYLINDER LUBRICATOR Filed April 20, 1937 It? Z.

2 Sheets-Sheet l Jan. 23, 1940. c. A. CARPENTER 2,187,993

UPPER CYLINDER LUBRICATOR Filed April 20, 1937 2 Sheets-Sheet 2 GA, (a/11 692%6"? Patented Jan. 23, 1940 FFICE UPPER CYLINDER LUBRICATOR Charles A. Carpenter, Huntington Park, Calif. v ApplicationApril 20, 1937, Serial Ni). 137,936"

9 claims. (01. 123-496) My invention is designated as an upper; cylinder lubricator'in that its purpose is to lubricate the valve system and upper part'of the cylinders, piston rings and pistons of internal combustion engines in which the lubricating oil is carried into the cylinder through the intake valves with the fuel mixture, this mixture usually consists of air carburetted with a liquid fuel such as gasoline.

10 In my invention I utilize the vacuum or partial vacuum created in the intake manifold to carry and distribute the oil, the volume of such oil feed being in inverse proportion to the degree of vacuum and hence approximately measured to the crankshaft torque of the engine. Another object and feature of my invention is that the oil is fed to the engine in a highly comminuted condition, the oil thus being in extremely finely divided particles on account of mixing with the inflowing dry gas stream, the oil being conducted to the intake manifold and hence to the cylinders of the engine, thus being evenly distributed to the cylinders.

One of the difiiculties in-lubricating the upper parts of the cylinder through oil carried through the intake manifold by the engine suction is in delivering the requisite quantity of oil depending on the condition of the engine actuation. Thus when the engine is turned over for starting by an ordinary starting motor, the speed of rotation is not very high and comparatively little vacuum is created. However in this instance it is desirable to have a relatively large amount of oil fed into the cylinders as this gives proper lubrication to possibly cold valves and pistons operating in the cylinders. Also it provides sumcient oil for the lubrication as soon as the engine starts.

Another requisite of the engine is that when it is idling with the throttle practically closed, there is a relatively high vacuum in the intake manifold. In this condition with no load on the engine a comparatively small amount of lubricating oil is required. Therefore another feature of my construction causes the reduction to substantially a minimum of the amount of oil flowing to the cylinders when the engine is idling under a high degree of vacuum.

It is well known that when the throttle is open and the engine speeded up and especially when it is used for power purposes such as when in a moving vehicle, driving in high speed or on an upgrade, thatthe degree of vacuum in the intake manifold is lessened, this vacuum decreasing the wider the throttle is-opened as more air is admitted through the intakemanifold to the engine. It is then desirable that the amount of oil fed to the cylinders be in proportion to the crankshaft torque of the engine, that is, the degree of power output. Hence as the vacuum de- 5 creases with a wide open throttle in either operating the engine at high speed or under a heavy load, I proportionately increase the fiow of oil by a type of valve regulation, this being such as to proportionately increase the fiow of oil as the 10 vacuum decreases.

In my invention I supply the oil preferably from an oil bottle or receptacle mounted in a stationary position in which the oil is drawn upwardly from the bottom of the vessel through a 15 suction pipe. In this construction a more detailed object and feature of my invention is in employing a piston which has associated therewith, that is, moving with the piston, certain valve elements. The valve portion of the in- 20 vention may be considered as having a plurality of fixed ports communicating with the suction pipeleading into the oil vessel. These ports are arranged longitudinally of a part of the moving plunger of the valve connected to the pistons to 25 uncover one, two or more of the fixed ports. Thus I may regulate the amount of oil in relation to the position of the plunger and to the said fixed ports. The piston is mounted with a reaction spring, this spring operating against the 3 suction due to the vacuum in the intake manifold with which part of the combination valve and cylinder in which the valve piston operates, has a connection. Thus the spring may be so tensioned that when the engine is turned over by the 35 starter motor a maximum number of ports have an open connection to the intake manifold. This gives a large fiow of oil at low vacuum and further when the vacuum is high as when the engine is idling, I may have all of the ports closed 0 and rely on a sumcient lubrication due-to the suction past the pistons, thesehaving a working clearance in the combination valve and valve cylinder. Again when the vacuum is lowered through opening the throttle the spring reacts 45 against the piston causing this to regulate the number of fixed ports open for a connection tov the intake manifold. 7

Another feature of my invention involves an electro-mechanical operation of the lubricator 50 valve during the time the starting motor is tuming over the engine in which case I may use a solenoid or the equivalent which is energized only while the starting motor is itself in operation and this either holds or moves the combinau tion piston and valve plunger to give an opening for flow of a relatively large quantity of oil at the low vacuum. Then immediately the engine starts and the starting motor is cut out, the

solenoid becomes de-energized and the device operates solely on the suction developed by the engine.

A ftuther object and feature of my invention is constructing the combined suction operated piston and valve plunger with the plunger operating in a sleeve and intercepting air inlet ports on one side of the sleeve and combined air and oil outlet ports on the opposite side, the oil being sucked into the sleeve through an opening in the end from the oil vessel.

While I have mainly described my invention for use in upper cylinder lubrication, another feature of my invention is incorporating preferably with the oil an anti-knock fluid such as tetrethyl of lead. This mixing with the fuel gives somewhat the same anti-knock action as when mixed with gasoline. My invention may also be used with carbon removers of which certain oils have been developed which soften the carbon in the cylinder and allow this to be blown out. In fact, a simple procedure with my invention is to substitute water for the oil and to suck the water vapor into the engine, the super-heated steam softening the carbon and blowing this out of the engine. Further as a lubricant for the engine I may incorporate graphite with the lubricating oil and have this carried by the vapors into the upper cylinder.

An additional feature of my invention is a readily adjustable means for so regulating the amount of oil or other liquid or combinations of liquids that a pint of oil may be fed in any desired quantity from fifteen to five thousand miles per pint. This adjustment also provides a means for utilizing or altering the adjustment for any liquid up to and including viscosities of S. A. E. 60, with the same range of proportionate volume to mileage.

My invention is illustrated in connection with the accompanying drawings, in which:

Fig. 1 is a vertical section through a simplified form of my invention employing a combination piston and valve.

Fig. 2 is a similar section of a modification of the construction of Fig. 1 in which an electromagnet device is employed to move the piston and valve plunger during the starting of the engine.

Fig. 3 is a section similar to Fig. 2 showing the unitary piston and plunger in the position when the engine is operated by the starter motor.

Fig. 4 is a vertical section through a modified construction in which the piston operates the oil supply valve and regulates the transverse fiow of air for atomizing the oil.

Fig. 5 is a detail transverse section on the line 5-5 of Fig. 4 in the direction of the arrows.

Fig. 6 is a detail elevation partly broken away showing the connection of the oil suction tube to the intake manifold of the engine indicating an oil trap.

Fig. '7 is a section similar to the upper part of Fig. 4 with the valves in a different position.

In my construction I employ a vessel or reservoir II for the lubricant to be used for overhead lubrication of the valves and the upper part of the cylinders of internal combustion engines. This is illustrated as having a screw threaded connection to a cap l2, this cap having a side bracket l3 which may be secured to the dashboard or other part of a vehicle l4, the lubricator being located preferably on the engine side of this dashboard where it is used in the conventional automobile.

The cap is shown as having a horizontal top wall 20, a screw threaded flange 2|, an upwardly extending neck 22. A plug 23 is fitted in the neck and has a suction tube 24 extending downwardly with the lower open end of the tube positioned adjacent the bottom of the vessel or reservoir II. The tube has a perforation 25 positioned adjacent the plug 23 and intended to be always above the level-of the oil in the oil vessel. An opening 26 is provided for re-filling the vessel with oil and this has a cover strip 21 pivoted on a pin 28 with an air inlet aperture 29 to allow inflow of air to the vessel.

The upward flow of oil and air entering through the apertures 29 and 25 is through a duct 30 in the plug which duct may be regulated by a needle valve assembly 3|, there being a seat 32 in the plug and a pointed screw 33 threaded through the neck and the plug to thus regulate the opening.

A combination cylinder and valve housing is preferably formed integral with the neck and extends horizontally and thus at right angles to the neck. This is shown as having an inside cylindrical surface 4| with a plurality of ports designated 42, 43 and 44, communicating with a space 45 between the plug 23 and the outside wall of the cylinder 40. Thus the ports have a direct communication with the duct 30 and hence with the oil in the vessel H and the air flowing in through the perforation 25 in the suction pipe 24. One end of the cylinder has a head 46 with a socket 41 to which is connected a suction conduit 48, this latter connects to the intake manifold of an internal combustion engine located between the carburetor and the valves in such a position that the oil will be fed equally to all of the cylinders of the multiple cylinder engine. A passage 49 is formed'in the head 46 and thus communicates with the conduit 48 and the inside of the cylinder 40. The opposite end of the cylinder has a closure plug 50 with an air passage 5| extending therethrough.

The combination piston and plunger has two cylindrical piston sections 56 and 51 spaced apart by a reduced neck 58, this neck forming the plunger of the valve mechanism. A radial duct 59 communicates from the periphery of the neck to an axial duct 60 which leads through the piston section 51 towards the conduit 48. Such construction therefore leaves an annular space 6| surrounding the neck or plunger inside of the cylindrical surface 4| of the cylinder 40. A coiled compression spring 62 is seated on the head 46 and the end of the piston 51. In my construction I preferably make the pistons 56 and 51 with a somewhat'loose working fit in which the radial clearance may be in the order of .002 inches, this being partly for the purpose of allowing free sliding movement of the piston and its integral plunger under the action of vacuum but also to allow oil with the air in certain positions of the plunger and pistons to feed around the piston walls to the conduit 48.

The construction shown in Figs. 2 and 3 is the same as the set up of the oil vessel and its mounting and the main portions of the cylinder and piston assembly except that a removable plug 10 is provided with a guide opening H through which extends an armature rod 12, this being connected as illustrated at 13 to the piston section 56.

There are also one or more air perforations 14 in ton 88 of the equipment, this same starter button being used to close a circuit to a starting motor. However if desired the solenoid or other electro-magnetic device may be connected in the I starting motor circuit or operated by relay from this circuit, the object being that the solenoid is only energized so long as the starting motor is energized.

The manner of operation and functioning of;

the invention as so far described is as follows,

referring first to Fig. l. -The spring 62'is so. regulated that when the engine starter is oper-- 'ated to reciprocate the pistons in the engine cylinder, the piston and plunger occupy substantially the piston shown in Fig. 1. This forms a communication by all of the fixed ports with the annular space at the neck of the plunger and hence through the ducts 59 and 80 to the cylinder end having the conduit 48 and hence by the conduit to the intake manifold. While the starter motor is operating the vacuum is relatively low in the intake manifold and hence would not have a great suction effect in drawing oil into the engine cylinders. However by having the three fixed ports uncovered a relatively large quantity of oil may be sucked through the conduit to the intake manifold. A characteristic of my invention is that as oil is drawn upwardly through the suction tube 24, air enters the vessel l I through the air inlet aperture 29 and a large portion of this is incorporated with the oil by entering the aperture 25. In my construction I have provision for fiow of much more air than is necessary to replace the oil removed from the vessel The air causes a comminuting or breaking up of the oil into minute particles having the characteristic of a mist so that such oil is finely broken up as it passes through the cylinder 48 and the conduit 48 and thus is readily mixed and incorporated with the intake fuel to the engine.

Immediately the engine fires or operates under its own power and if the throttle is closed as in idling, a relatively high vacuum is created. This develops a movement of the combination piston and plunger towards the right, that is, towards the conduit 48 causing the piston end 56 to cover one or more of the fixed ports 42, 43 or 44. This lessens the amount of oil and air vapor fiowing through the duct 59 and hence through the ducts in the plunger and piston to the conduit 48. In this idling condition, when the engine is turning over without a great work resistance, manifestly a lesser amount of oil is required in lubricating the valves and the cylinder head and upper parts of the pistons. When the plunger and pistons are drawn to the right by suction a sufflcient amount that the fixed ports are covered by the cylinder end 58, there is still a suction of oil on account of the clearance space surrounding the pistons 58 and 51. This clearance however is of such a size that the oil and the air are in finely comminuted particles. In' addition after the engine has been stopped, a small amount of oil condenses and accumulates in the end of the cylinder 40 having thespring 62 hence the first action of the piston in moving to the right when the engine fires and is idling, is to force this small body of 011 towards the head 48 and thus into the conduit 48 whence it is carried by the air stream to the engine.

As the throttle is opened to increase the engine speed as when a high speed of the engine is required, for instance for driving a vehicle at a high velocity or at a low velocity up a grade, the vacuum in the intake manifold is materially lessened. Thus the reaction of the spring 82 will move the combination piston and plunger back towards the left and in fact, with a wide open throttle and but little vacuum developed, may bring the plunger into substantially the position shown in Fig. 1, thus giving a relatively large fiow of oil through probably two or more of the fixed ports 42, 48'or 44.. A large fiow at this time'is neces'saryas the pistons in the engine are reciprocating. very rapidly,.for instance when avehicle is travellingat high speed or at a slower rate, but against a considerable "resistance for a vehicle onxan upgrade. In this condition the valves and the upper part of the cylinder require a plentiful supply of oil. It will be obvious that the combination piston and plunger occupies different positions in the cylinder 40 governed by the vacuum in the intake manifold and hence in the conduit 48. These positions regulate the number of. fixed ports uncovered and hence the amount of oil fed to the engine and thus give a substantially automatic control of the oil fed'in accordance with the requisite of the reciprocating pistons and the intake and exhaust valves.

In the construction of Figs. 2 and 3 I add to the assembly of Fig. 1 a solenoid or other electromagnetic device which is actuated for the duration of the time the starter motor is energized. Thus considering Fig. 3 when the starter motor is energized a solenoid 88 is also energized and through the medium of the core 12 the piston assembly is moved to the left for instance, into the position shown in Fig. 3. In this position the end 51 of the piston covers all of the fixed ports except one, the port 44 being left completely open so that there is a direct suction of oil mixed with air to the right hand end of the cylinder 40 and hence through the conduit 48 to the engine. The solenoid holds the piston assembly in this position against the suction source tending to move it to the right. However as soon as the engine fires and the starting motor is de-energized, the solenoid winding 8| is also de-energized allowing the piston assembly to operate and move solely under the influence of the vacuum, the rodlike armature 12 moving within the winding 8|. The action is then substantially the same as described in connection with Fig. 1. That is, when the engine is idling with a high vacuum the piston with its plunger is moved to the right thus restricting the oil feed and with an open throttle and low vacuum the spring forces the piston again to the left thereby regulating the oil openings and passages in accordance with the degree of vacuum and hence the requirements of the engine.

A characteristic of my device in intimately mixing the oil with the air is in the passage of this mixture through the needle valve structure 3| through the space 45 at the upper end of the duct 30 through the fixed ports and the circulation of this mixture'in the annular space 6| around the plunger and also the action in flowing through the ducts 59 and 68 or between the peripheral wall of the pistons and the inside surface 4| of the cylinder. This all causes a breaking up of the oil into minute particles by mixing with air in addition to the mixture of the air and the oil at the aperture 25 in the oil tube 24.

In the construction of Figs. 4 and 5 I employ a combination valve and suction cylinder I00. This is provided with a cylinder portion IOI having a removable closure cap I02 at the top, the axis of the cylinder being vertical. A transverse partition I03 forms the lower head for the cylinder. This partition has a central opening I04 and a relatively small air port I05. The base portion I06 has an exteriorly screw threaded downwardly extending neck I01 through which there is the bore I08. A slightly enlarged bore I09 in the base is the same size as the bore I04. An arm structure IIO extends laterally from the partition structure I03, the base I06 and the bottom of the cylinder IN and this has a longitudinal air duct III therein. It is to be noted that this duct enters the air chamber I I2 between the partition I03 and the base I06 at the top or upper portion of this base. The air duct III has a lateral connection 3 to atmospheric air, there being a screen II4 to screen dust out of the air. An adjusting screw H5 is threaded in the end of the duct III and intersects the lateral air connection H3 in order to regulate the area of the air opening.

A valve sleeve I20 is cylindrical on its outside surface and extends downwardly through the bore I04 in the partition I03 and is seated in the bore I 09 of the base section I06. This forms a tight seal at the side walls I2I of the valve structure (note Fig. 5), thereby forming a second air space I22 opposite the space II2. An outlet port I23 leads to a coupling connection I24 which the oil supply pipe I25 extends to the intake manifold of the engine. A characteristic of the valve sleeve I20 is that it has a plurality of ports I26 communicating with the chamber I I2 in which the lowermost port I21 is the smallest, the middle port I28 is the next largest and the upper port I29 is the largest of the three. On the opposite side communicating with the chamber I22 there is a second series of ports I30 in which the lowermost port I3I is the smallest, the middle port I32 is the next largest and the upper port I33 is the largest. However the respective ports are preferably positioned diametrically opposite, that. is, the small port I21 for intake of air is opposite the small port I3I for the supply of the air and oil, the port I3I however being slightly larger than the air port. Similarly the port I32 is slightly larger than the middle port I28 and the upper outlet port I33 is slightly larger than the air inlet port I29.

The suction piston I35 is located in the cylinder WI and is normally thrust upwardly by a compression spring I35 seating on the piston and the partition I03. The piston I35 has a valve plunger tube I36 connected. thereto and a valve pin I31, also connected to the piston extending through the tube. This connection includes a somewhat loose threaded attachment I38 in the piston and adjustable by means of a nut and washer I39. The pin is of smaller diameter than the tube with the tube however having a sliding fit in the valve sleeve I20. The pin is cylindrical and has a loose fit in the small bore section I 40, this being a central perforation at the lower end of the sleeve I20. The end of the pin has a bevel I4I so that when the bevel alignswith the small bore section I40 the area of flow may be changed conduit 48 of Figs. 1, 2 and 3, or

by a slight up and down movement of the piston and hence the plunger and valve pin I31.

The assembly above described may be connected to an oil vessel in any suitable manner. The construction illustrated in Figs. 4 and 5 provides a cap piece I50 with a collar I5I threaded on the neck I01 and having an internally threaded flange I 52 to which the neck of the oil vessel or receptacle I53 is connected. The cap has a perforation I54 from which the oil suction tube I55 extends downwardly, this having its inlet adjacent the bottom of the oil vessel. A small perforation I58 in the cap is provided merely to allow entrance of air to replace oil sucked out of the oil vessel.

In the operation of the construction of Figs. 4 and 5 when the engine is being operated by the starter, the piston and valve are in substantially the position shown in Fig. 4. This is a condition of low vacuum, hence it is necessary to have the piston and the pin I31 in a relatively high position so that the bevel I4I provides suflicient opening for the upfiow of oil. The three air ports I26 hence admit a large quantity of air for mixture with the volume of oil. As the suction is low it is necessary to provide the three full port areas I30 for the mixture of the oil and air. When the engine starts under its own power and is idling a high vacuum is created and develops a suction in the space I22 and hence through the air port I05 to the under side of the piston, causing this to move downwardly and thereby compressing the spring I35. This action brings the cylindrical part of the pin I31 in the port I40 but on account of the clearance between the pin and the port there is sufiicient area for theupfiow of oil under suction. The spring is so regulated that even in these conditions of maximum suction there will be an air passage through the small air port I21 anl the mixture of oil and air through the small port I3I.

When the throttle is opened varying degrees and either the engine speed increased or the torque on the crank shaft increased, the suction is lessened, causing a lifting of the piston and a successive uncovering of the upper ports of the series I26 and I30 due to the lift of the pin I31. This also brings the bevel MI in registry with the small bore I40 to regulate the area for the upfiow of oil from the vessel I53. t

It will therefore be seen that this type of device is self-regulating by the operation of the engine much in the same manner as the construotion of Figs. 1, 2, and 3.

In both of these constructions it is desirable to employ the oil or liquid trap I10 of Fig. 6. In this instance the intake manifold is indicated by the numeral A trap pipe I 25 of Fig. 4. This has a U-shaped bend I14 in which a small amount of oil is trapped when the engine is stopped, this accumulating at the bottom of the U-shaped bend. Therefore, as soon as the engine is started the first suction draws this trapped oil into intake manifold, giving an initial distribution of oil through the intake valves. This charge slightly precedes that given during the operation of the engine starter.

It is to be understood that in the construction of Figs. 1, 2 and 3 the valve control 3I may be adjusted to regulate the flow of oil. On account of the flow of oil from my device to the motor usually being through a tube several inches in length and as this oil flow is constant in dis- I1I leading to the engine block I12. 0 I13 is formed as either part of the tinction from previous devices which feed the oil drop by drop, a certain amount of oil always remains in the connecting tube when the motor is stopped. Therefore the instant the motor is again started there is an immediate charge of oil drawn into the engine. In view of the fact that a great deal of the engine wear is due to the inadequate oil supply reaching the wearing parts during starting and while the engine is cold, it will therefore be seen that my invention in immediately introducing the oil in the first action of starting the engine clearly reduces the wear on the cylinders, pistons and piston rings.

Various changes may be made in the details of the construction without departing from the spirit or scope of the invention as defined by the appended claims.

I claim:

1. In a device as described, the combination of a liquid reservoir, a suction tube extending therein, a combination cylinder and valve housing having a fixed port on one side and a con- Y nection from said port to the suction tube, a suction conduit connected to one end of the cylinder remote from said port and adapted for connection to a fuel suction passage of an engine, a piston having a reduced valve plunger connected thereto and mounted in the cylinder, a spring between the piston and the conduit end of the cylinder, a fiuid connection from the plunger to the conduit end of the cylinder, the said piston being movable by a suction in the conduit to open and close the said fixed port whereby liquid may be drawn by suction from the vessel to the suction conduit.

2. In a device as described and claimed in claim 1, an air inlet from atmosphere to the fixed port on the side of the suction tube whereby on a suction in the suction conduit air is drawn simultaneously with the liquid into such conduit.

3. In a device as described and claimed in claim 1, means operatively connected to the piston to hold the piston stationary on creation of a suction in the conduit and positioned with the fixed port exposed for a suction flow of liquid from the reservoir to the suction conduit, the holding means being releasable for free operation of the piston dependent on the suction in the cylinder.

4. In a device as described, the combination of .a holder support, a liquid reservoir depending therefrom, a suction tube attached to the support and extending downwardly in the vessel, a combination cylinder and valve housing having a suction conduit attached at one end of the cylinder and adapted for connection to a fuel suction passage of an engine, the housing having a plurality of fixed ports arranged in longitudinal alignment, a liquid connection from one side of said ports to the suction tube, a combination piston and plunger slidably mounted in the cylinder, a spring between the piston and the conduit end of the cylinder, the plunger being connected to the piston at a portion remote from the conduit end of the cylinder, the plunger being of smaller diameter than the piston and forming with the cylinder an annular space to register with the said fixed ports, a fluid passage through the plunger and piston, from the said space to the conduit end of the cylinder, the

said piston being movable in accordance with the suction in the conduit whereby the said space surrounding the plunger may register with one or more of the said fixed ports and thereby regulate the quantity of liquid drawn by suction from the reservoir to the suction conduit.

5. In a device as described and claimed in claim 4, the vessel having a connection to atmosphere positioned above the surface of liquid therein, an air opening in the suction tube positioned above the top of liquid in the reservoir whereby on the suction operation drawing liquid from the vessel air is drawn into the suction tube and intimately mixed with the liquid.

6. In a device as described and claimed in claim 4, an electro-magnetic device, an operative connection from said device to the combination piston plunger, means to energize said device to hold the combination piston plunger positioned with at least one of the ports exposed for suction flow of liquid from the vessel to the suction conduit, the said means when de-energized permitting free movement of the piston plunger under the action of suction.

7. In a device as described, the combination of a holder support, a liquid reservoir connected thereto, a suction conduit adapted for connection to a fuel passage of an engine, a valve between the liquid reservoir and the conduit, a suction operative means to regulate the degree of opening of the valve in accordance with the suction in the conduit, means to positively hold the valve in an open position against the action of the engine suction, the said holding means on release permitting the valve to operate in accordance with the engine suction.

8. In a device as described and claimed in claim '7, the holding means comprising an electro-magnetic device, an electric circuit therefor and means to interconnect the said circuit with the circuit for an electric starting motor of the engine whereby the said electro-magnetic device is energized to hold the valve open while the starting motor of the engine operates.

9. In a device as described the combination'of a holder support with a liquid reservoir, a suction tube with a connection therefrom to the reservoir, a combination cylinder and valve housing having a suction conduit attached to one end and adapted for connection to a suction iuel passage of an engine, the housing having one or more fixed ports arranged longitudinally, a liquid connection from one side of said ports to the suction tube, a combination piston and plunger slidably mounted in the cylinder, means in the cylinder reacting to urge the piston and plunger away from the suction conduit, the said plunger having means for forming a space adjacent the ports when aligned therewith and there being a fluid passage transversely and longitudinally of one portion of the piston towards the suction conduit, the said piston with the plunger being movable in accordance with the suction in the conduit whereby the said space at the plunger forms a connection with one or more of the fixed ports and thereby regulates the quantity of liquid drawn by suction from the reservoir to the suction conduit and thence to the engine.

CHARLES A. CARPENTER. 

